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While the choice between a six-speed manual and a seven-speed dual-clutch automatic carries over, both transmissions have been groomed for enhanced performance. The manual is more compact and 26 pounds lighter. Synchro rings are carbon-lined to reduce shift effort, and dry-sump lubrication supports track work. A new rev-matching feature encourages novices to tick the self-shift box on the order sheet and help Save the Manuals.

BMW’s dual-clutch automatic has taller gearing to exploit the engine’s added torque, electronic launch control to help automatic fans beat stick drivers off the line, and shifting via both steering-wheel paddles and the console lever. A mode selector offers six different gearchange schedules and shift speeds.

An electronically controlled limited-slip differential handed down from the M5 and M6 uses an electric actuator to vary the degree of lockup. This reduces understeer, helping aggressive drivers power out of tight turns with the throttle down and the rear tires pawing rudely for purchase.

The operative word here is aluminum; the front subframe, suspension knuckles, control arms, structural reinforcements, and the 18- and 19-inch forged wheels are all made from it. Altogether, that trims nearly 18 pounds from the previous mix of aluminum and steel designs.

The electrically assisted and variable-ratio rack-and-pinion steering is new, fastidiously developed to minimize the evil filtering effect. M specified a low-inertia motor and tighter tolerances. It also reduced friction and ­programmed no lane-keeping or understeer-correcting funny business into the software. Biermann adds that the move from hydraulic to the more energy-efficient electric power saved more than eight pounds. The cars offer three levels of power assistance.

Fixed-caliper brakes are standard whether M customers opt for the iron-rotor/aluminum-hub of the base system or the more potent carbon-ceramic setup shared with the M5/M6. Also offered: the choice of fixed damping or the extra-cost Adaptive M suspension with comfort, sport, and sport-plus modes.

Tuning

Factory race drivers Timo Glock and Bruno Spengler assisted in the car’s ­development at the Nürburgring. DTM champion Spengler is fond of the new power­train’s flexibility: “You can access the torque over an extremely wide rev band. I’m excited about driving my first laps in a BMW M4 DTM.”

The new M3 and M4 will certainly be quicker and should handle better than their esteemed predecessors, but BMW probably can’t afford to hike base prices above $65,000. It’s still a 3-series—and 4-series—after all.

Trivia Night

To give BMW nerds more codes to memorize, the M3 and M4 will use different ones from the F30 and F32 of the current 3- and 4-series. The M3 will be F80; the M4 coupe, F82; and the M4 convertible, F83. If M builds a wagon, it’ll be F81.